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Perth-Freight-Link-Paper 8-June-2015 Perth Freight Link: Making the right Investment A position paper for In Perth’s the City of Fremantle Freight Task by : Peter Newman and Cole Hendrigan Curtin University Sustainability Policy (CUSP) Institute June 8, 2015 This Position Paper was prepared for the City of Fremantle by Peter Newman and Cole Hendrigan of Curtin University Sustainability Policy (CUSP) Institute between April and June of 2015. Professor Newman (AO) is a globally respected expert in transport and land use planning, while Dr Hendrigan is a recent PhD graduate in the same subject matter with a decade of private and public experience. ©City of Fremantle, 2015 ii Perth Freight Link Newman & Hendrigan Contents I. ABSTRACT VII I. EXECUTIVE SUMMARY IX 1. Context ix 2. Understanding the Future Trends ix 3. Impacts of the Perth Freight Link ix 4. Options for the Port of Fremantle’s Freight Task xi 5. Conclusion xii II. INTRODUCTION 1 1. Fremantle: A Small Port with a Big Future 1 2. Fremantle’s Future: Change 2 3. Perth Freight Link: Consequences 3 4. Privatising the Fremantle Port Authority 4 III. THE ECONOMIC AND TRANSPORT CONTEXT 5 1. Introduction 5 2. Current Freight Task 5 3. Perth Freight Planning 5 IV. ABOUT PERTH FREIGHT LINK - ROUTES AND POLICY 16 1. Introduction 16 2. Why the PFL? 16 3. The Economics 16 4. Stated Benefi ts 16 5. Benefi t Cost Ratio 17 6. Time savings reconsidered 17 V. THE IMPACTS OF THE PERTH FREIGHT LINK 18 1. The Tollway Toll 18 2. Inner and Outer Harbour: Transport and Capacity Impacts 21 3. Truck Size and Road Geometry 21 4. Human and Natural Environment Impacts 22 5. Liveability Factors and Economic Impacts 26 VI. COSTS, RISKS AND OTHER ISSUES OF THE PERTH FREIGHT LINK 28 1. The costs of Perth Freight Link 28 2. Logistics of Construction 30 3. The Risks of Perth Freight Link 30 4. Impacts Visualised 31 VII. STRATEGIC ALTERNATIVES TO THE PERTH FREIGHT LINK 35 1. Introduction 35 2. Road Tunnel along the Fremantle Eastern Bypass 36 3. Rail expansion for the Inner Harbour 38 4. Outer Harbour Only 43 5. Cap and Transition 43 VIII. CONCLUDING REMARKS 53 1. Review of the options 53 2. Conclusion 54 IX. REFERENCES 57 X. APPENDIX 1: ALTERNATIVE TECHNOLOGIES 59 XI. APPENDIX 2: PORTS TO PORTALS 64 Perth Freight Link Newman & Hendrigan iii This page is intentionally blank for double-sided printing. iv Perth Freight Link Newman & Hendrigan Aims, Goals, Objectives & Methodology of this paper The aim of this report is to demonstrate alternative options to the Perth Freight Link (PFL) in a fair and balanced manner. It is obvious that the PFL as a freight movement link to serve the wider economy is a good idea, but this particular proposal will damage the long term viability of Fremantle as a living and working destination renowned for its inner-city living opportunities, heritage, tourism, and sustainable transport opportunities. The PFL, in this light, seems a sub-optimal solution for freight transport. The goals - as per the project scope - of this report are: i. To understand the existing capacity and future demand requirements for Port freight; ii. Find opportunities and infrastructure alternatives for improving links to the Port across the river and through North Fremantle; iii. Describe the potential to share freight rail line with passenger rail through south Fremantle; iv. Outline the impacts of PFL on wetlands, bushland, green space and signifi cant treed areas; v. Outline the impacts of PFL limited access reserves and cuttings on visual amenity and pedestrian and cyclist connections; vi. Outline the impact on access to and economic activity in the Fremantle CBD; and, vii. Outline access to existing facilities adjacent to proposed infrastructure reserves. This report will expand on these issues and suggest some options. The objectives are to demonstrate through text, charts, analysis of available data and specifi c design illustration the impacts of, and alternatives to, the PFL. The Methodology employed: defi ne the scope of the project; explore the available documents from original sources; select those quotes and planning principles being expressed; analyze the meaning and potential outcomes of the source documents as they relate to long range planning for freight movements in the Perth metropolitan region and report the fi ndings in this paper. This paper will then consider future options with some data and visualisation to assess the risks of the proposed PFL and to outline several alternatives that could be considered. Perth Freight Link Newman & Hendrigan v This page is intentionally blank for double-sided printing. vi Perth Freight Link Newman & Hendrigan I. ABSTRACT The Perth Freight Link (PFL) is designed to speed trucks carrying containerised freight to the Port of Fremantle’s Inner Harbour. In reality it seems mostly to be designed to take trucks off Leach Highway in the City of Melville and the seat of Riverton. As a tollway it is likely to undermine rail (now 14% of total containers) and the development of the Outer Harbour in the Kwinana area of Cockburn Sound. Both an increase in rail (to 30%) and an Outer Harbour have been long term bipartisan plans for freight movements. The paper has calculated a potential fourfold increase in truck traffi c through the City of Fremantle leading to severe impacts such as: the potential planned freight system in the Kwinana area such as Latitude 32; the economy of Fremantle as an activity centre; the liveability of people along the proposed cutting as well as businesses such as D’Orsogna; the fl ow of traffi c at intersections with the PFL; the environment and attraction of East Fremantle and North Fremantle where there will be a signifi cant increase in trucks idling in the bottleneck created; the Western Suburbs as there will be many more trucks that take Curtin Avenue and Stirling Highway coming from the north; the environmental qualities of the Beeliar Wetlands; and, the health of people in adjacent suburbs through an increase in diesel particulate pollution along the route. The PFL will also hasten the capacity issues in the Inner Harbour within 5 years and if built could undermine the value of privatising the Port of Fremantle when the PFL should have been providing access to the Outer Harbour in Kwinana. Alternative options are considered including: Transport Demand Management (which should be an ongoing practice) to help the freight transport operate in non-peak times, a road tunnel under White Gum Valley as an expensive option to a harbour nearing capacity; a rail tunnel under Fremantle to the Inner Harbour also an expensive option to a harbour reaching capacity; and increasing rail’s capacity through electrifi cation and double stacking via a second freight rail bridge which will require signifi cant added costs to build the required intermodal hubs to accommodate an increase from 5 trains per day to possibly over 100. An option for freight rail improvements combined with road based Transport Demand Management will offer gains in logistics in the short term, but the issue of freight movements encircling and invading Fremantle - by road or rail - is a challenging position for a city and suburbs trying to develop as a people-oriented activity centre. An investment in a long term strategy is required. The best option is to redirect the PFL to Kwinana and use the Cap and Transition scenario to enable the building of the Outer Harbour as originally planned. The privatisation of the Port of Fremantle can include this requirement and the value of the sale would be considerably improved by having access provided to the long term container port. It generates various benefi ts: it removes the need for the PFL and shifts the capital investment where it is most benefi cial for the next 50 years of growth as road and rail connections to the Outer Harbour; it saves North Fremantle and the Western Suburbs from ‘bottlenecks’ created by an infl ux of heavy trucks; it allows the urban areas of Fremantle, East Fremantle and Melville to continue to grow into their envisaged promise of human-oriented, knowledge-economy based, higher-density urban areas; it removes pollution such as harmful diesel particulates and noise from the populated urbanised area; it maintains the access to the highly popular Port and Leighton beaches inclusive of the anticipated real-estate properties; and, it creates the potential for the Outer Harbour to become an asset to be leased as a part of the freight transport logistics long into the future. The fi nal costs of the PFL will be much higher than the initial phases as it will necessitate further investments in bridges, interchanges and improvements in other parts of the logistics chain, especially in the fi nal route through East Fremantle and North Fremantle. At what price-point does a different strategy, such as a Cap and Transition strategy make more social, economic and logistics sense? Perth Freight Link Newman & Hendrigan vii This page is intentionally blank for double-sided printing. viii Perth Freight Link Newman & Hendrigan I. EXECUTIVE SUMMARY 1. Context There are several key contextual points for consideration in the following report: i. There will be growth in both population and import/export trade; ii. The freight transport tasks ahead for the Metro region are daunting once the numbers are calculated - the State or a private enterprise will have to make investments soon; iii. The options for highways, trains, or other modes of transport all have negatives and positives but some are more realistic than others; iv. There has been a long-range bipartisan strategic plan to manage the growth in freight involving a transition to the Outer Harbour; v.
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